Car loading device



July 4, 1939. s. M. NAMPA CAR LOADING DEvIcE Filed July 8, 1937 3Sheets-Sheet l NVENTOR Saz/a M /Yd/r/fd.

n/wd( 9 W TORNE YS.

July 4, 1939. l s, M, NAMPA 2,164,662

CAR LOADING DEVICE Filed July 8, 1937 3 Sheets-Sheet 2 Il L E /d5INVENTOR 5a/0 /J Nampa.

me. A T T ORNE YS.

July 4, 1939. s. M NAM@ 2,164,662

CAR LOADING DEVICE Filed July es,4 1937 s sheets-sheet s M, TTORNE YS.

Patented July 4, 1939 STATES UNi'iE PATENT OFFiCE GAR LOADING DEVICE ofMichigan Application July 8, 1937, Serial No. 152,600

18 Claims.

The present invention relates to car loading devices of the typedisclosed in the patent to Samuel D. Butterworth 2,079,930, granted Mayl1, i937, which devices are in extensive use for loading automobiles infreight cars. More particularly the present invention comprises acomplete system for independently adjusting the height of both ends ofthe loading frame when in transport position.

This application is a continuation in part of applicants copendingapplication, Serial No. 57,206, led January 2, 1936.

One of the objects of the present invention is to provide means forindependently adjusting the height of both ends of the frame withoutremoving the load from the swinging arms which connect the frame to theroof of the car.

Another object is to provide means for elevating or lowering thetransport position of the lower end of the frame without changing thetransport position of the upper end of the frame.

Another object is to provide means for elevating or lowering thetransport position of the upper end of the frame without substantiallychanging the position of the lower end of the frame.

A further object is to provide means whereby the elevation of the upperend of the frame may be adjusted after the lower end of the frame issecured in position by the supporting struts.

Another object of the invention is to provide a resilient or floatingsupport for one end of the loading frame in order to cushion jars andjolts.

Other objects include the provision of means whereby all of the aboveadjustments can be made without eliminating the load on the framesupporting arm; and the provision of means of the type mentioned whichis simple in construction and operation, and inexpensive to manufacture.

Other objects and advantages will become apparent from the followingspecification, the accompanying drawings and the appended claims.

In the drawings.

Figure l shows a longitudinal sectional view of one end of a freight carshowing a loading device of the type mentioned, and illustrating themanner in which it is utilized to transport automobiles.

Fig. 2 is a fragmentary plan view of a portion of the frame showing themeans for adjustably mounting one of the swinging arm trunnions thereon.

Fig. 3 is a side elevation of the structure shown in Fig. 2.

Fig. l is a section taken on the line 4 4 of Fig. 3.

Fig. 5 is a section taken on the line 5 5 of Fig. 3.

Fig. 6 is a longitudinal sectional view of one of the adjustable strutsutilized to secure the lower end of the frame in transport position.

Fig. 7 is a longitudinal sectional view of a portion of the strut takenon line l-l' of Fig. 6.

Figs. 8, 9 and l0 are transverse sectional views taken on the line 8 3,9-9 and lli-IG of Fig. 6, respectively, showing the internalconstruction of the strut.

Fig. l1 is a diagrammatic illustration of the manner in which thevarious types of adjustment of the loading frame are effected.

Referring to the drawings, and particularly to Fig. i thereof, there isshown a portion of a freight car having a floor 2E), an end wall 2l, anda roof 22 all of conventional construction. Mounted within the freightcar is an automobile loading frame indicated generally at 25, which issecured to the freight car by means of a pair of rigid swinging arms 26at one end thereof, and a pair of telescoping swinging arms 2l at theopposite end thereof. Arms 23 are pivotally connected to trunnions 28Xedly secured adjacent the forward end of the frame, and are pivotallyconnected at their upper ends to the freight car at 29. rThe telescopingstruts 2, each of which is formed of a pair of relatively telescopingmemers 3i and 32 respectively, are pivotally secured to trunnions 33carried by the lower end of the frame 25, and are pivotally connected tothe freight car at their upper ends at 34. The arrangement is such thatthe loading frame 25 may be swung from a position wherein it rests iiatupon the floor of the car to the position shown in Fig. l of thedrawings, wherein it supports an automobile, indicated in broken linesat 36, 40 in an inclined elevated position. After the frame is swung tothe transport position, shown in Fig. 1 of the drawings, by means of acable 3l and a hoist mechanism indicated generally at 38, strut members30 and 4B are pivotally secured to the 45 frame and to the iioor of thecar for holding the frame in the transport position.

In order to avoid side sway of the frame during transportation there ispreferably provided an anti-side sway device. inasmuch as the 50 frameis adjustable in height this anti-side sway device is preferablyconstructed in the manner disclosed in applieants aforementioned@opending application, Serial No. 57,206, filed January 2, 1936. Whileonly one side of the frame is 55 shown in the drawings and describedhereinafter, it will be understood that the arms 26 and 21, the struts39 and 40, the cable 3l and all other features are duplicated at theopposite side of the frame.

The loading frame and supporting arms 26 and 2l are so designed thatduring movement of the frame from its loading position on the floor ofthe car to its inclined elevated transport position shown in solid linesin Fig. 1, the telescoping strut 2l remains at its full length andassists in supporting the frame and automobile in elevated position.However, when it is desired to utilize the freight car for otherpurposes than transporting automobiles, the frame may be swung intoproximity with the roof of the freight car, during which movementupwardly from the position shown in Fig, l, the telescoping strut 2shortens in length and the frame 25 and arm 2S swing upwardly about thepivotal connection 29 of the arm 26 with the freight car.

The structure so far described corresponds in general to that of theaforementioned Butterworth patent, and operates in the manner describedin greater detail therein. However, in the structure disclosed in theaforementioned Butterworth patent it is impossible to adjust either theelevation or inclination of the loading frame without causing atelescoping collapse or shortening of the telescoping arm 2l. This isundesirable inasmuch as it is highly advantageous to distribute at leasta part of the supporting load upon the swinging arm 2l.

In recent years, the over-all size of commercial passenger automobileshas gradually increased particularly with reference to the overalllength and to the height of the forward end of the automobile with theresult thatl it has become increasingly difficult to place fourautomobiles in a single freight car. Some indication of the manner inwhich present day automobiles must be crowded in order to accommodatefour in a single freight car is indicated by Fig. l in the drawingswherein is shown two standard commercial models of a well known make ofautomobile positioned in one end of a freight car, in conjunction withthe loading device of the present application. It will be noted that theforward portion of the hood and the for ward portion of the roof of theautomobile located upon the loading frame are in very close proximity tothe roof of the freight car and that it would be substantiallyimpossible to increase the height of either end of the frame withoutdanger of interference. At the same time it will be noted that theforward portion of the hood and the forward portion of the roof of thecar which rests upon the floor are likewise in exceedingly closeproximity to the loading frame, with the result that it would beimpossible either to lower the frame or to advance the automobile whichrests upon the floor of the freight car any closer to the end wall 2i.Moreovel1 it will be noted that the rear end of the automobile which islocated upon the licor of the freight car is in very close proximity tothe transverse center line l2 of the freight car. Accordingly, if theautomobile positioned on the oor was of any greater length or waslocated any further from the end wall of the freight car, it wouldinterfere with the corresponding automobile positioned upon the floor ofthe opposite end of the freight car. It is apparent therefore that it isessential to so design the loading frame supporting structure that theheight and inclination of the loading frame very closely corresponds tothe shape of the automobile which is to be loaded. This of course can bedone in designing a structure of the type shown in the aforementionedButterworth patent, but the difficulty resides in the fact that the sameloading mechanism must be used on various makes and models ofautomobiles and no two makes of automobiles are of exactly the same sizeor shape in the same year, and furthermore the size of each model variesfrom year to year.

In applicants aforementioned copending application, Serial No. 57,206,filed January 2, 1936, means are shown for adjusting the height of theupper end of the frame. Such means while satisfactory will permit only alimited amount of adjustment in the height of only the upper end of theframe, and in addition any lowering of the frame from the maximum heightshown, will result in a collapse of the rear swinging arms, which aretelescoping. This is undesirable as it relieves those arms of all load.As a matter of fact, it is found that the variations in height andlength between the various current models of commercial passengerautomobiles quite substantial and that as a result it is absolutelyimpossible to load different makes of automobiles in a loading device ofthe present type without substantially changing not only the height ofboth ends of the loading frame but also its inclination for the variousmodels. Moreover, these adjustments must be very accurately made withinrelatively small limits.

Accordingly, the present invention contemplates means for elevatingeither end of the loading frame by any desired number of smallincrements independently of the opposite end of the frame in order toaccommodate automobiles of various sizes and shapes with the sameloading mechanism. Generally speaking this object is accomplished byproviding means for adjusting the length or effective length of thesupporting struts 39 and di] in combination with means for varying thespacing between the arm trunnicns 2B and 33. As will appear hereinafter,it is necessary to co-ordinate the adjustment in the effective length ofthe struts 39 and 40 with adjustments in the spacing of the trunnions 28and 33, in order to produce an operative structure and one wherein theadjustment will not effect telescoping collapse of the arm 21.

The means for adjusting the trunnion 33 longitudinally of the frame andthereby adjusting the distance between the trunnions 23 and 33, whichwill now be described, is she-wn in detail in Figs. 2-5 inclusive. Theloading frame which preferably constructed in the manner shown greaterdetail in applicants copending application, Serial No. 57,670, filedJanuary 6, 1936, con' ises a pair cf side frame angle members connectedadjacent the lower end of the frame by pair of transverse members iiiand 5f. The transverse members are welded to the horizontal flanges ofmember 5t, member 5l being welded to the top surface of this flange andthen deflected downwardly at :'33 in order that its top surface will bein the same plane as that of transverse member 52 which is welded to theunder surface of the ange. A plate or pan 5!! rests upon members iii and52 and is adapted to receive one of the wheels of the automobile tosupport the same. When the automobile is positioned on the frame, it isresiliently secured against displacement by means of chains 55 havingspring sections 56.

The adjustable trunnion i3 is welded or otherwise permanently secured toa slide Eil' which is generally or angle formation with vertical andhorizontal legs 53 and 59, adapted to embrace the legs of the side framemember Eil. The upper edge of the vertical leg 58 o the slide is bent att over the top of the side flange of the angle frame member 5o; and thehorizontal leg iii) of the slide is held in proximity to the member bymeans of a bar il?, which is secured in spaced relation to thehorizontal flange of angle frame member 5t by welding the same at oneend to a plate S3, as best shown in Fig. Ll, and at the other end to asmall block shown in dotted lines in Fig. 2. The plate 53 and the block@il are, in turn, welded to the underside of` the horizontal ange ofangle frame members 5G. The slide 5l is further retained in position andguided in its sliding movement on member by means of a downwardly turnedflange lili formed on the inner edge or' the horizontal leg 59. lt willbe observed that bar 5E, the bent over .'de portion @s and the slideflange positively prevent displacement of the slide from the frame, andthat the connection is permanent but one which will permit free slidingmovement. The slide is limited in its movement in one direction by plateE3 and in the opposite direction by a block El which is welded to theside of frame member 5E.

Means are provided for securing the slide El with its trunnion 33 in anyone of a plurality of longitudinally adjusted positions. This meanscomprises a rack element l@ which is welded at 'li to the underside ofleg 59 of the slide and which is provided with a plurality oi teeth Theteeth 'l2 are adapted to mesh with correspondingly shaped teeth l on apivoted rack bar lt. Rack bar 'M is pivoted to frame member E@ by meansof a pin l5 which in turn is carried by the plate 63, previouslydescribed, as best shown in Fig, 5. The rack element and pivoted rackbar 'iliare preferably formed as drop iorgings in order to providemaximum strength. The teeth need not be machined after the forgingoperation. A latch pin l'l is slidably journaled in a bracket 'i3carried by the trame member 5@ and is adapted to project into the pa etmovement oi rack bar 'is to hold it in the position shown in solid linesin Figs. 2 5, wherein the teeth thereof are engaged with the teeth oirack element lll. The upper end oi latch pin il is bent over at '59; anda spring Sli connects the bent over end with a lug 8l on frame member tohold the latch pin in the position shown. i block El? welded to theframe prevents complete withdrawal of the latch trol the bracket '178,and a similarly welded block @t assists the spring in preventingaccidental release of the latch pinv from the rack bar.

It is apparent that by virtue of the structure just described, it ispossible to shift the trunnion 33 into any one of a plurality orpositions longitudinally of the frame and to positively secure itadjusted position by means oi the pivcted rack bar ifi. Among theadvantages or" this structure is the fact that it allows adjustment ofthe trunnion by a plurality of small increments. This is important as itis found desirable to provide a total of approximately nine pesitions ciadjustment within a. total movement or approximately twelve inches inorder tc secure the best results. In addition, the rack teeth on theslide are always engaged with a plurality of teeth on the rack bar,hence, providing a latching engagement adapted to sustain the very heavyloads to which devices of this character are subject. As will be shownhereinafter, the loads on the latch bar are directed toward the pivotpin l5, and accordingly, in order to further reinforce the bar andrelieve the load on the pin '57s, there is provided a block S5 which iswelded to plate 63 and abuts against the end oi the rack bar 'lil whenthe latter is engaged with the rack lil. The block 85, therefore,sustains a substantial portion of the load applied to rack bar lil.

Means, provided for adjusting the elevation of the lower end of theframe and for securing it in adjusted position, are shown in Figs. l and6-l0, inclusive. Referring to Fig. l, the lower end of the frame issecured in transport position by means of a strut @it which is pivotallysecured to an ear formed on the eye 9i carried by the lower end of arm2l. The lower end of strut 50 is detachably pivoted to the oor of thefreight car at @E by means of the floor socket device, the nature ofwhich is shown in detail in the co-pending application of Samuel D.Butterworth and Sulo lVl'. Nampa, Serial No. 743,372, filed Septemer 1G,i934. For certain positions of the frame, such as the position shown inbroken lines in Fig. l at the strut is pivoted to the floor at analternative point S2', for reasons brought out hereinafter.Independently of the above, how-ever, the strut t@ is adjustable inlength and embodies other important features to be described.

Referring to Fig. 6, it will be seen that the strut it comprises a pairof relatively telescoping inner and outer members iii@ and mi,respectively. The inn-er or shank member lil@ is secured to a cleviselement i035 at its lower end by means of an overlapping sleeve it,which is welded to the members lii and lii. The clevis member iiiScarries the pivot pin 92 which is utilized to pivotally connect thelower end of the strut All to the iioor socket device indicated in Fig.l. The structure oi this clevis member forms no part of the presentinvention, but is shown in detail in the co-pending application ofOliver V. Cardinal, Serial No. 735,807, filed July 18, 1934. The outerer housing member lOl is provided with an enlarged bore M95 at its upperend within which is positioned a tubular member it, the tubular member itit being welded to the housing member iti at lill. Shank member lili)and the housing member itl are provided with mating teeth or projectionsitt and itil respectively, which teeth or projections, as best shown inFigs. 8 to l0, inclusive, are positioned upon opposite sides of therespective members in two longitudinally extending rows. The teeth ofeach row moreover extend circumferentially of the members through anangle of less than degrees, with the result that the mating teeth lesand H39 may be engaged with each other or disengaged by relativerotation of the members [Sil and lill through an angle of approximately90 degrees.

The shank member IBI is preferably formed as a drop forging, the teethor projections let being formed during the forging operation, followingwhich they need not be machined. The housing member is likewise formedby drop forging, but is formed in two halves il@ and Iii, as shown bestin Figs. 8 to l0, inclusive. The two halves of the housing member lillare formed as semi-cylindrical members having the projections m9 formedcentrally of their concave faces during the drop forging operation.Following the formation of the half housing members and they areassembled in the manner shown in Figs. 8 to l0, inclusive, and weldedtogether at their abutting edges at H2. It will be observed that whenthe shank and housing members are formed in the manner described nomachining operations are necessary, except that the abutting edges H3 ofthe half housing members l0 and are subject to a surface grindingoperation in order that they will properly t each other and in order toproperly space the opposite rows of teeth |09 with respect to the shank|00. The shank and housing members, therefore, are inexpensive tomanufacture but are extremely rugged in construction. Since the teeth onthe housing member Edi engage a plurality of teeth on the shank memberat all times, the severe load to which the strut member is subject isdistributed over a plurality of teeth, thereby increasing the loadcarrying capacity of the strut.

For reasons which will become apparent hereinafter, it is desirable toprovide means whereby the strut member lo may slightly increase inlength after it is connected in load supporting position. Accordingly,there is provided in conjunction with the strut il@ a spring section,indicated generally at which will permit a slight elongation of thestrut. As best shown in Fig. '7, the spring section referred to ismounted within a tubular housing ifi, which is telescoped over andwelded to the upper end of the tubular strut member |33. Slidablymounted within the tubular member |2| is a second tubular strut member|22, which carries at its upper end an angle pin B23 which iserinanently journaled in the ear 90 carried by the eye 3i of the framesupporting arm 2l', as shown best in Figs. l and 6. A rod is positionedwithin the tubular housing |2| and is provided with a cylindrical head|26 which is welded at i217 to the interior of the tubular strut memberi222, with the result that the rod |25 will slide with the tubularmember |22 relative to the housing i?. i. The rod 625 projects through asuitable opening .in a disc member |28, which is welded at 52e to theinterior of a tubular housing member i2 i, and is provided at its outerend with a similar disc member |35, which is held in position by meansoi a nut i3l threaded upon the lower end of the rod. The end of the rodat |32 is preferably peaned over the nut |35 to permanently secure thenut in position on the rod. A

relat" heavy helical spring |33 surrounds the rod between the discmembers |23 and E39.

Since the rod E25 and therefore disc |33 are xedly secured to thesliding tubular member |22 and the disc 623 is xedly secured to thehousing mi, the spring 33 resists upward movement of the tubular memberE22 relative to the housing and thereby resists elongation of the strut.However, when a force is applied to the strut tending to elongate it,the spring will permit a limited amount of elongation up to the pointwhere the spring is entirely collapsed. It is found that a collapsingvnovement of the spring in the order of three quarters of an inchprovides suincient range of elongation of the strut member to producesatisfactory results if the movements of adjustment of the strut areless than that amount. An annular ring member |35 is welded at |36 tothe tubular member |22 in such a position that it will abut against theend of the tubular housing 25 and limit collapsing movement of the strutto the position shown in Fig. 7. It is apparent, therefore, that strut|40 provides an adjustable means adapted to sustain severe compressionforces without telescoping or shortening and at the same time, whensubject to a tension force, it may increase in length to a limitedextent. This feature is important for reasons which will appearhereinafter.

The strut 39 at the forward or upper end of the frame is preferablyconstructed in the same manner as the strut 40 just described, exceptthat the spring section of the strut a is omitted. Hence strut 39 isadjustable in length but not subject to elongation or compressionindependently of the adjusting device.

As an alternative construction, the forward strut 39 may be made as asingle rigid strut and the adjustment provided by a multiple floorpocket construction in the manner shown in the copending application ofSulo M. Nampa and Oliver D. Cardinal, Serial No. 57,207, filed January2, 1936.

The mode of operation of the present invention and the manner in whichthe various adjustments must be coordinated to produce the desiredresults may best be understood by reference to Fig. ll, which is adiagrammatic showing of a few of the possible positions of the loadingframe. In this figure, the lines 26 illustrate a plurality of possiblepositions of the forward frame supporting arm 23, the lines 2lillustrate a plurality of possible positions of the rearward framesupporting arm 2T, and the lines 25 illustrate corresponding positionsof the loading frame. t should rst be noted that inasmuch as theswinging supporting arm 25 is a rigid arm pivoted on a fixed axis to thefreight car at 29 that the trunnion 28 will always lie at some point onthe arc X-X regardless of the position of the supporting arm 23.Likewise, so long as the frame supporting arm 27 is maintained at itsfull length, the trunnions 33 at the lower end of the frame will alwaysbe located at some point on the arc Y-Y in Fig. 1l, regardless of theposition of the supporting arm 2l. Since the two arcs X-X and Y-Y arestruck about different centers and have diiferent radii, it is apparentthat so long as the distance between the trunnions 28 and 33 remainconstant, it is theoretically impossible to adjust one end of theloading frame independently of the other.

This is indicated in Fig. ll by the dotted lines 26, 2l and 25, whichillustrate two positions of the loading frame when the spacing betweenthe trunnions 28 and 33 is at its minimum. Under these circumstances,the frame 25 may be swung from its loading position upon the floor to aminimum loading position, indicated at a-l. While loading positionsbelow the position a--l are theoretically available, it is found inpractice that such positions are too low to be of any practical value,and accordingly none are shown in the diagram. Now, if it is desired toelevate the frame above the position a-l without changing the distancebetween the trunnions 28 and it is found that the height of the framemay be increased until it assumes the position indicated at g-I in whichposition the arm 26, which will then lie at 29-g, is in alignment withthe frame g-l. Further elevation of the frame from this position willresult in an undesirable shortening of the telescoping arm 2l, and hencethe position g-l' represents the maximum height to which the loadingframe may be raised when the distance between the trunnions 28 and 33 isat a minimum. It should be noted, moreover, that while other positionsare available for the frame between the position a-I and the positiong-l that both ends of the frame move for each change of position andhence it is impossible to elevate one end of the frame independently ofthe other, so long as the distance between the trunnions 28 and 33remains constant at the minimum length. It is for this reason that meansare provided for increasing the distance between the trunnions 28 and33. In accordance with the structure shown in this application ninepositions oi adjustment are available, these being indicated by thenumerals i to 9, on the line showing the loading or iioor position ofthe frame 215, in Fig. l1. If the difference between the trunnions 2Sand 33 is adjusted to position that is, increased by One-half the totalamount of adjustment available, it is found that the loading frame maybe elevated to a maximum theoretical position indicated in broken linesat 7c5', in which position the supporting arm 2t, which then occupiesthe position 29-k, is in alignment with the frame k-Fs, thereby limitingfurther upward movement of the frame. It will be observed, however, thatthis position of the frame is substantially higher than that shown atg-l which is the maximum position corresponding to the minimum distancebetween the trunnions 28 and 33. If the distance between the trunnions2S and 33 is further increased to the ninth position, that is themaximum extension, it is found that the loading frame may be elevated toa maximum theoretical position indicated at il-S wherein the supportingarm 25, then in position 29-0 is in alignment with the frame positionil-s, thus preventing further upward movement. It is apparent thereforethat by merely varying the distance between the trunnions 28 and 33 thatthe elevation of the loading frame as a whole may be varied between thelimits a-l and @-QK While only three adjustments in the length of thedistance between trunnions 2! and 33 are indicated in Fig. l1 it isapparent that any one of the nine positions of adjustment may beutilized to secure other ranges of adjustment for the loading frame.

There is shown in lig. il another peculiarity of the frame movementwhich is utilized in accordance with the present invention to produceexceedingly valuable results. In this connection it will. be noted thatfor any given spacing between the trur. ions and 'd3 a very substantialadjustment in the forward or higher end of the frame Ine made withoutsubstantially affecting the he ght of the lower end of the frame. Thisis ind" ated in connection with each ci the three n .rimufn positions ofthe loading frame illusrIhus with the trunnions adtrated il. justed totheir num spacing and the irame at its maximum elevation S-S, Fig. .l1shows that without changing the trunnion spacing the upper end of theframe may be lowered to the point i, during which lowering movement thelower end or the will move on are Y-Y through the very small distance dalong the arc n n. The ,e with respect to the frame in For *ne may beadjusted between the limits e and lc, i.' rich are substantially 2eapart while the lower end ci the frame vos through oniy small distancefrom 5 to Likewise with the iran/ie in its minimum posiend may beadjusted from the .oint o the point g while the lower end moves from intl to point i. The same thing is true for all other intermediatepositions of adjustment .the at of the length of the distance betweentrunnions 28 and 33. rEhe reason for this is apparent when it is notedthat the frame 25 and arm 2t in ei'ect form a toggle linkage which isfully straightened n the traine is in its maximum position for any givenadjustment of the trunnion spacing. Accordingly, the trunnion Bil islowered the toggle broken a d draws the trunnion 28 inwardly along the.EI-X. It is well known that initial brealrnf. movements of the hinge ofa toggle linkage have little eiiect upon the position of the ends cilinks, this accounts for the limited movement of the trunnion 33 upon asubstantial movement of the trunnion 28. This phenomenon is takenadvantage of in accordance with the presinvent' to greatly simplify theoperation d structure oi' the adjusting mechanism as will It will beobserved that as the distance between 'onions and is varied, and theheight end or" the frame is varied, the trunuhe lower end or" the tramewill assume itions along the arc Y-Y and that i is necessary tocoordinate the length strut li@ with these various i the trunnion 33, inorder that the the loading frame in final ad- 'L i rihere are severalways in which nation may be effected, but in accordonco with the presentinvention there is provided spe iz exceedingly important (zo-relationstrut adjustments and the frame posispecial relation is arrived at inthe renewing way:

previously indicated, for each position of t of the trunnion spacingthere exists a ,i position of the trame wherein the toggle e by theframe Z and arm 2t is Three such positions of the frame d on il, at o--,llc-5 and g-l. nstead or' coordinating the strut adjustments with onsl', and d along arc Y-Y the '.strnents are so arranged that with theJlly collapsed and normal length for us adjustments the trunnion 33 willbe held "ons falling approximately three quarters a; inch below each ofthe maximum positions inclusive, this distance being equal to the amountby which the strut il@ may be elongated incident to compression ofspring H33. These lower positions are indicated in an exaggerated vr atl-e inclusive on arc Y-Y. In other s there is a position of adjustmenton strut which will hold trunnion 33 at the point l on arc Y-Y, anotherwhich will hold the trunnion at point etc., all when the expansiblesection l2@ of ely collapsed. These positions of nt oi strut may betermed the pririons of adjustment and they may be eo. or otherwisedesignated in accordance "n" 'lar designations on the means foradjustalong the frame in order that the mary positions of adjustment onstrut t@ may be ordinated with corresponding adjustthe slide carryingtrunnion 33. In addistrut le is provided with secondary positionsintermediate the primary positions, .pose to be brought out hereinafter.advantage of correlating the strut adjustwi the frame positions in themanner set th above will now be described. When the strut adjustmentsare arranged in the manner described, the trunnion il can be adjusted toany desired position along the frame and the frame then elevated untilthe trunnion 33 is located at the position along arc Y-Y correspondingto the trunnion position on the frame, whereupon the strut 4S, adjustedto the corresponding position, may be secured in position. Thereafterthe frame may be further elevated to any desired height up to themaximum height permissible for the given trunnion adjustment, and theslight upward movement of trunnion 33 will be taken care of byelongation of the expansible section of strut 4G. This makes possible avery substantial adjustment in the height of the upper end of the frameafter the lower end is secured in position and without substantiallyaffecting the height of the lower end.

The extent of adjustment available in accordance with the above methodis indicated diagrammatically in Fig. ll. With the trunnion 33 atposition i, the frame is elevated to position a-I and strut l0 securedin position. Thereafter the frame may be further elevated to placetrunnion 28 at any point along arc X-X between a and g, whereupon thestrut 39, adjusted to the proper length, may be secured in position. Thesame method may be followed for each of the nine adjustments in trunnionspacing up to position 9 where the frame is elevated to i-o, strut 40adjusted to the corresponding length and secured in position, and thetrunnion 28 secured by strut 39 at any position along arc X-X between iand o.

It should be noted that the first step in adjusting the frame is toshift trunnion 33 to the desired position along the frame and that thisis done while the frame is supported upon the floor of the freight car.The arc Y-Y is substantially tangent to the frame when the latter is onthe floor and hence the trunnion can be adjusted to the rst fewpositions while the frame rests upon the oor itself. However, whenadjusting the trunnion 33 to the higher positions such as position 9, itis necessary to place blocks beneath the frame to hold the rear endslightly above the floor. This can be done as the frame is lowered fromthe roof. Alternatively a crow-bar may be used to raise the frame whenthe trunnion adjustment is made.

If the points |-9 inclusive are arrived at in accordance with theprinciples outlined above, it will be found that their spacing is notexactly equal along arc Y-Y. Although very nearly equal, there is atendency for the points to spread slightly at the upper end of the arc.This, however, is not objectionable because it is found that equalincrements of adjustment of strut 49 so closely approximate points l-Sthat none of the beneficial results of the arrangement are lost. Tocompensate for this tendency, however, the position at which strut issecured to the floor is shifted when the frame is fixed at positions @-9inclusive. It will be noted from the diagram that for positionslinclusive strut It@ is secured to the floor at point A and extendssubstantially tangent to the arc Y-Y at these points. For the upperpositions 6 9 inclusive, however, the lower end of strut 4G is fixed atpoint B, and extends at an angle to a tangent to the arc Y-Y at thesepoints. Accordingly, a given increment of adjustment of the length ofstrut 4U produces a slightly greater adjustment of the trunnion 33 alongarc Y-Y when the strut is secured at B than when it is secured at A.

lt is found that the range of positions in which the frame 25 may beplaced by the above method is sufficient to accommodate practically allpresent day passenger automobiles and many trucks. When loading truckshaving at or stake bodies and relatively high cabs at the forward endthereof, the front end of the truck is positioned at the lower end ofthe frame. Otherwise trucks are loaded in the same manner as passengercars.

In certain instances, however, it may be desirable to adjust the framebeyond the limits available by the method just described and the presentconstruction is adapted to provide even greater variations in theinclination of the frame than those available in accordance with theloading procedure just described. It will be noted that in accordancewith the procedure previously outlined the strut 4b was secured at theposition along arc Y-Y corresponding in number to the position ofadjustment of trunnion 33 along the frame. This, however, is unnecessaryas, for example, the trunnion 28 may be fixed at point a on arc X-X andthe trunnion 33 fixed at the point l on arc Y-Y, provided the trunnion33 is adjusted to the position 9 along frame 25. Or, the trunnions maybe secured in any other combination of positions along the respectivearcs :z3-:z2 and y-y and the spacing of trunnions 28 and 33 adjusted tocorrespond. This is made possible by reason of the fact that there areprovided a plurality of secondary adjustments of the length of strut lilintermediate the positions l, 2, 3, etc., along the arc Y-Y, and theincrements of adjustment of the strut 4E] are less than the amount bywhich the strut may elongate by reason of spring section |20. It hasbeen found desirable, for example, to provide approximately twentypositions of adjustment in the strut Il@ in increments of one half incheach. It should be noted, however, that the farther the toggle formed byframe 25 and arm 2B is broken, the less the upper end of the frame maybe adjusted after strut All is secured in position.

It should be noted that after strut 40 is secured in position the upperend of the frame cannot be lowered without causing collapse of thetelescopic arm 2l. Accordingly the strut All should always be secured inposition when the upper end of the frame is at or below the desiredposition.

The strut 4? is, of course, adjustable in length to accommodate anydesired height of the upper end of the frame. Any desired number ofincrements of adjustment may be provided but it has been found desirableto provide approximately thirty positions of adjustment spaced inincrements of one-half inch.

Aside from the fact that the expansible section |20 in strut 40 permitssubstantial adjustment of the height of the upper end of the frameindependently of the lower end thereof, and in addition makes possible auniversal adjustment of the frame to any desired height and inclination,this expansible section has the further important advantage that itassists in cushioning the loading frame and automobile against thesevere jolts an-d bumps to which the freight cars are subject duringtransportation, and particularly during switching and handling infreight yards. Thus, for example, when the frame is thrown toward theend wall 2| of the car there is a tendency for the lower end of theframe to raise, and the expansible section permits a limited raisingmovement thus relieving the tension load on strut 40 and member 2. Ifthe frame is thrown in the opposite direction the expansible section,which in many positions of adjustment will have been somewhat expandedbeyond its normal position, can collapse slightly, thereby relieving theshock. Finally, the rear end of the frame is in a sense floating andhence not subject to the usual pounding encountered during normal travelof a freight car.

`While only one form of the invention is shown and described herein, itis apparent that others are available within the spirit of theforego-ing specification, and within the scope of the append-ed claims.The particular structure shown for adjusting the spacing of trunnions 28and 33 and for adjustably securing the ends o1 the frame in elevatedposition is of peculiar value from the standpoint ci simplicity, lowcost, ruggedness, and ease oi operation, but it is apparent that thebroad principles of the present invention are applicable to making andcoordinating the varicus adjustments in the manner set forth herein. Thepreferred size of the various increments of adjustment are likewisegiven but it will be understood that any desired variations in thosedimensions may be utilized.

What I claim is:

l. In combination, a freight car, an automobile loading frame, means forsecuring the frame in the car including a pair of arrns pivoted atL,heir upper ends to the car on longitudinallg7 spaced axes and at theirlower ends to the i'raine opposite ends ci the frame respectively, saidarn s being adapted to swing the frame from a position adjacent thefloor to an elevated transport position, and means to adjust the pointof connection between one ci said arms and said fr( ne with respect toone of them to vary the tix4 ispcrt position or the frame.

"n co;

bination, a freight car, an` automo- 1ame, means for securing the framein the car including a pair ci arms pivoted at their upper to the car onlongitudinally axes and at their lower ends to the frame op site of theframe res ectively, said adapted to swing the frame from a positionadjacent the lloc-r to an elevated transport on, means for varying thedistance veen the points of connection oi said arms with said freine forVarying the transport position the frame.

3. In combination, a freight car, an automobile loading trarne, means'for securing the frame the car including a pair oi arms pivoted attheir upper ends to the car on longitudinally spaced axes and at theirlower ends to the frame at opposite ends or the trarne res' ectively,said arras g adapted swing the frame from a position adjacent the iioorto an elevated transposition, and means for varying the distance betweenthe points of connection or said arms with said trarne for varying thetransport posiof the trame, last named means coinng a member slidablelongitudinally of the trunnion carried by said member for engaging oneof said arms, and means Loclljng said slide member in any one of a alityoi adjusted positions.

tion, a freight car, an automo- `ile loading i me, means for securingthe frame in .including a pair oi arms pivoted at their upper ends tothe car on longitudinally spaced axes and at their lower ends to theframe at opposite en of the frame respectively, said arms i d to swingthe trarne from a position adjaoen" the floor to an elevated tra-nsnsfor securing one end ci the evated positi r g the opposite end ci saidframe in any ted positions, and means 1'ust the point of connectionbetween one d arrns and said trarne witl respect to one .hem for varyingthe transport position of the frame.

to ad oi sai 5. In combination, a freight car, an automobile loadingfrarne, means for' securing the frame in the car including a pair ciarms pivoted at their upper ends to the oar on longitudinally spacedaxes and at their lower ends to the frame at opposite ends of the framerespectively, said arms being adapted to swing the frame from a positionadjacent the floor to an elevated transport position, adjustable meansfor securing one end of the frame in any one of a plurality of elevatedpositions, adjustable means for securing the opposite end of the framein any one of a plurality elevated positions, means for adjusting thepoint of connection between one of said arms and frame with respect toone of them for varying the transport position of the frame.

6. In combination, a freight car, an automobile loading irame, means forsecuring the frame in the car including a pair of arms pivoted at theirends to the car on longitudinally spaced a: s, and at their lower endsto the frame at opposite ends of the frame respectively, said arms beingadapted to swing the frame from a position on the 'ioor to an elevatedtransport position, means for securing one end or" the frame in elevatedposition, adjustable means for securing the other end of the frame inany one or" a plurality of elevated positions, and means for varying thedistance between the points of connection of said arms with said framefor accommodating the various adjusted positions of said other end or"the frame.

'i'. ln combination, a freight car, an automobile loading irame, meansfor securing the frame in the car including a pair of arms Ipivoted attheir upper ends to the car on longitudinally spaced axes, and at theirlower ends to the trarne at opposite ends or the frame respectively,said arms being adapted to swing the frame from a position on the floorto an elevated transport position, adjustable means for securing one endof the frame in any one of a plurality of clevated positions, adjustablemeans for securing the other end of the frame in one of a plurality ofelevated positions, and means for varying the distance between thepoints of connection of said arms with said frame or accommodating thevarious adjusted positions ci the 8. ln combination, a freight car, anautomobile loading frame, means for securing the frame in the carincluding a pair of arms pivot-ed at their upper ends to the car onlongitudinally spaced axes and at their lower ends to the frame atopposite ends of the irarne respectiv said arms being adapted to swingthe iframe from a position adjacent the door to an elevatedtransposition, a strut element between floor of said freight car and oneend o said frame, said strut element having a resilient expansibleportion, and adjustable means for securing the opposite end of frame inany one of a plurality of elevated positions, said expansible strutportion being adapted to elongate to permit raisoi said one end of theframe incident to elevating adjustments of said opposite end ait-er thestrut is secured in position.

9. In combination, a freight car, an automobile loading raine, means forsecuring the in the car including a pair oi arms port position, anadjustable strut element between the floor of said freight car and oneend of said frame adapted to secure said end of the frame in any one ofa plurality of elevated positions, said strut element having a resilienteX- pansible portion, and adjustable means for securing the opposite endof said frame in any one of a plurality of elevated positions, said eX-pansible strut portion being adapted to elongate to permit raising ofsaid one end of the frame incident to elevating adjustments of saidopposite end after the strut is secured in adjusted position.

i0. In combination, a freight car, an automobile loading frame, meansfor securing the frame in the car including a pair or" arms pivoted attheir upper ends to the car on longitudinally spaced axes and .at theirlower ends to the frame at op posite ends of the frame respectively,said arms being adapted to swing the frame from a position adjacent thefloor to an elevated transport position, means for adjusting thedistance between the points of connection of said .arms with said framewhereby said frame may be elevated to a plurality of transportpositions, a member adapted to connect one end of the frame with theI ofthe car, said member being adjustable for accommodating the varioustransport positions o said end of the frame, means for adjustablysecuring the opposite end of said frame in any one or" a plurality ofelevated transport positions, and resilient means associated with saidmember whereby said member can increase in length when said opposite endof the :frame is elevated after said member is secured in position.

ll. In combination, a freight car, an automobile loading frame adaptedto support an automobile in elevated position, means for ivotallysupporting one end of the frame in elevated position in said freightcar, and spring means providing a resilient floating support for theopposite end oi the frame,

l2. In a device for supporting an automobile in elevated position, asupport, a frame adapted to support an automobile, means for pivotallycuring one end of said frame in elevated position, a tension devicesecured at its upper end to said support and at its lower end to theopposite end of said frame for holding said opposite end of the frame inelevated position, and means for adjusting the point of connection ofsaid tension member with said frame with respect to said fran-ie forvarying the elevation of said opposite end of the frame.

13. In a device for supporting an automobile in elevated position, asupport, a frame adapted to support an automobile, means for pivotallysecuring one end of said frame in elevated position, a tension devicesecured at its upper end to said support and at its lower end to theopposite end of said frame for holding said opposite end of the frame inelevated position, means for .adjust-- ing the point of connection ofsaid tension member with said frame with respect to said frame forvarying the elevation of said opposite end of the frame, and anadjustable strut for securing opposite end in position and maintain saiddevice in tension for the several adjusted positions oi said oppositeend.

14. In a device for supporting an automobile in elevated position, asupport, a frame adapted to support an automobile, means for pivotallysen curing one end of said frame in elevated position, a tension devicesecured at its upper end to said support and at its lower end to theopposite end oi said frame for holding said opposite end of the frame inelevated position, means for adjusting the point of connection or" saidtension member With said fra-me with respect to said frame for varyingthe elevation of said opposite end of the frame, and an adjustable strutfor securing said opposite end in position and maintain said device intension for the several adjusted positions of said opposite end, saidstrut containing a resilient section .adapted to urge the same in adirection eiective to maintain said device in tension.

15. In a device for supporting an automobile in elevated position, asupport, a frame adapted to support an automobile, means for adjustablypivoting one end of said frame in any one of a plurality of elevatedpositions, a tension device secured at its upper end to said support andat its lower end to the opposite end of the frame for holding saidopposite end of said frame in an elevated position, and means foradjusting the point at which said tension member is connected to saidframe with respect to said frame for controlling the elevation of saidopposite end oi the frame.

l5. In a device for supporting an automobile in elevated position, asupport, a frame adapted to support an automobile, means for adjustablypivn oting one end of said frame in any one of a plurality of elevatedpositions, a tension device secured its upper end to said support and atits lower end to the opposite end of the frame for holding said oppositeend of said frame in an elevated position, an adjustable strut forsecuring said opposite end in position and maintaining a tension load onsaid device, and means for adjust ing the point at which said tensionmember is connected to said frame with respect to said frame foradapting the arms and frame to the adjusted positions of the oppositeend oi the frame.

17. In a device for supporting an automobile in elevated position, asupport, a frame adapted to support an automobile, means for adjustablypivoting one end of said frame in any one of a plurality of elevatedpositions, a tension device secured at its upper end to said support andat its lower end to the opposite end of the frame for holding saidopposite end of said frame in an elevated position, an adjustable strutfor securing said opposite end in position, said strut containing aresilient portion for maintaining a tension load on said device, andmeans for adjusting the point at which said tension member is connectedto said frame with respect to said frame for adapting the arms and frameto the adjusted positions of the opposite end of the frame.

18. In combination, a freight car, an automobile loading frame adaptedto support an automobile in elevated position, means for pivotallysupporting one end of the frame in elevated position in said freightcar, and spring means providing a resilient noating support or theopposite end of the frame, said pivotal and spring supporting meansbeing arranged to support said frame in an elevated inclined position.

SULO M. NAMPA.

